Skate machine



SKATE MACHINE Filed Nov. 30, 1925 5 Sheets-Sheet 1 ial 3% MMQW March 26, 19 29. H. B. TAYLOR SKATE MACHINE Filed Nov. 50, 1925 5 Sheets-Sheet Ma m March 26, 1929.

H. B. TAYLOR SKATE momma Filed Nov. 30, 192 5 5 Sheets-Sheet III/[Ill III/I1 Ill/III Pawnee. Mar. 26, 1929.

UNITED STATES PATENT OFFICE.

HERBERT B. TAYLOR, ROCHESTER, NEW YORK,ASSIGNO.R T GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, YORK.

SKATE MACH-IRE.

Application filed November 1925. Serial No. 72,264.

This invention relates to an emer enc stop device -tor stopping railway cars or trains, and more particularly to means for moving such stop device from its inactive to its active position, and vice versa.

in railway signaling practice it is quite customary to provide a derail, that is, means for derailing a train, at some distance in the rear of an interlocking point, usually a crossing, for the purpose of providing emergency stopping means for stopping a train, it being considered preferable to derail a train rather than have it run in front of a fast moving train on an intersecting track. Also, this is the case in classification systems, where carsare reclassified into new trains, usually by accelerating individual or groups of cars by running them oil of a hump, through suitable switches and into the proper classification track, after which they are retarded to a low speed by suitable car retarders or track brakes. the event the track brakes in such classification system do not work properly, or the operator has failed to place them in their active braking position, such cars will run into other cars on the classification track at e. :essive and dangerous speeds which may cause injury to them and their lading, and to avoid this it has been the practice to place a skate on the track ahead of such car onto which the car may ride and be retarded by the sliding of the first wheels and axle thereot. In accordance with the present invention it is proposed to provide power operating mechanism for not only placing such skate or derail in its active position on the rail, but also for rendering it capable of again removing" such derail or skate from the rail to its inactive position.

More specifically, particularly when the invention is applied to a skate operating mechanism, it is proposed to detachably connec the skate to the skate placing mechanism in a manner so that endwise movement of the skate in one general direction only permits disengagement ot the skate from the sl ate placing mechanism, this being accomplished by a i'neclianical detachr-ible connection or magnetic attraction between the various parts thereof. Other characteristic features of the invention reside in the provision of adjustable connections so as to avoid variation of the normal and ultimate position of the stop device, and in the provision of suitable motor operated mechanism for moving the emergency stop device from one to the other of its two positions.

Other objects, purposes and characteristic ieaturcs of the invention will appear -as the description thereof progresses, and certain detail features of the invention may be ascertained from the drawings.

In (:lescribing this invention in detail reference will be made to the accompanying drawings in which Fig. 1 is a plan view of an embodiment of the invention, showing part of the mechanism casing for the power operated mechanism broken away to illustrate the contact mechanism 5 Big. 2 is a sectional elevation, on line of Fig. l, of the pivoted shat-e placing mechanism showing the skate detachably connected thereto;

Fig. 3 is a view similar to Fig. 2 with the skate in its active, instead oi its inactive position l ig. is a side elevation of the apparatus shown in Fig. 2, with the skate removed and as viewed in the direction of the arrows on line -.l-el;

Fig. 5 is a sectional elevation taken througl'l the rail and shaft on the line 55 of Fig. 1 as viewed in the direction of the arrows, particularly illustrating the manner in which the return spring is anchored;

Fig. (Sflis a plan view of the mechanism casing containing the mechanism for operating the skate placing mechanism takenv on the line 6--6 of Fig. 7, showing a part of the right hand. end'of the casing broken away, and showing the cover removed;

Fi T is a sectional elevation taken on the line 7-7 of F 6 as viewed in the direction of the arrows;

Fig. 8 is a sectional elevation taken on the line S8 of Fig. 7 as viewed in the direction of the arrows, and particularly illustrating how the bitur rated throwrod straddles the main journal block of the mechanism casing;

,l ig. 9 is a sectional elevation taken on the line 9+5 of Fi 7 illustratin the nude for "emergency car stopping means of either the skate or derail type, it has been considered i'nagnetically;

trolling means in which theskate is held Fig; 12 is an end-elevation of the apparatus shown in Fig.11; and

Fig,13 illustrates a modified form of construction in which the circuit controller of the skate machine is operated at an earlier point in its cycle of operation than is the mechanism'shown in Figs. lto 10.

,Although, the present invention relates to expedientto' limit the drawings to; apparatus for placing a skate into its active or inactive POSliilOIl, t of course being understood that a derail is placed upon the rail in the sameway as is a skate, and that the specific "illustration of a derail is deemed unnecessary and'superfiuous.

In providinglmeans for placing a skate,

'such as the skate S'illiistrated in Fig. 1, on a rail it is'preferable to have a skate placing mechanism definitely located with respect to such'rail; and in accordance with the present invention the main support 1' of the arm 7 having sockets 7 on theends thereof for the purpose of housing spring pressed plungers 8 more particularly describedhereinafter. The skate placing arm 7 is pivotan supported on the shaft but may be "adjustably secured thereto by the operating "arm 10 pinned to the shaft 5 by pins 11, the free end of this arm being adj ustably con ne'ctedto' the" skate placing member 7 by the v cap S'swee and 12'. Referring to Fig. 4

'l'the skate-placing. arm 7 is fixedly but adroller 15 on a'pin 16. 7 r of the flange projecting from this skate is it is noted that the two adjusting screws 12 a rethreaded into the'arm 10, but that the cap scrcw t) is threaded into tllGSlGtfGtl'llOV- n'gf member 7 and has its end bearing agalnst' the a-rm'10. It is thus noted that justably"connected tothe shaft 5.

The skate S which isof the general shape shown, has its forward endbifurcatcd and inthe bifurcation' is pivotally supported a In the lower face contained .atapered :mortise or socketcd groove into which a correspondingly shaped fiaringtenon or tongue17 secured 1n the 'skate, placing arm 7 is} adapted to engage so" as to form a tapered dove-tailed connection, whereby the skate is freely, slid off of the tongue 17 in that direction in which the skate is; moved when engaged by a car wheel moving in the normal "direction of traffic. The ends of'thls tenon or tongue 17 haVephmgersfS associated therewith in which 7 are fastened'b'olts 18 passing through the end thereof the commutator of which is spring chambers 7, springs 19 being contained in these chambers so as to force the tenon 17 upward when the skate is in its active position, adjustment of the extreme height of the tenon 17 being afforded by the nuts 16. lVith the skate placing mechanism in its normal inactive position the skate S may rest on a support comprising a piece of strap iron 20 bolted to the ties 4 by lag screws 21, this strap iron piece 20 having ap screws 22 locked by lock nuts 22 threaded therein to form an adjustable stop on which the skate S is adapted to rest when in its inactive position. By this construction, the mechanism may be adjusted so that the skate just rests on the track rail when in its active posit-ion and if then moved to its inactive position partially rests on the adjustable stop screws 22 if these screws are properly adjusted.

Referring to Fig. 4 it should be noted that this view illustrates the taper of the key or tenon 17 converging in the direction of traflic, the direction of traflic being from right to left in the view shown in Fig. 4 whereas traiiic is from left to right in the view shown in Fig. 1 as indicated by the arrows. v

Referring now particularly to Figs. 1, (5 and 7 the motive power or operating mechanism of the skate machine is contained in a mechanism casing of the shape as shown in the drawings, having a motor 29 bolted to one acce'ssible through the cover 31 hinged at 32, whlch cover s held closed by the hasp fastener 33, the main opening of the casing 30 being covered by the mam covcr hinged 'at 36 and held closed by a hasp fastener 37.

This cover is provided with a groove adjacent its periphery in which groove is con tained a gasket- 38. The cover 235 also has fastened to its inside face, but spared a short distance therefrom, a supplemental drip cover for shielding the mechanism from drops of water condensing under the main cover and dripping off.

Projecting up from the bottom wall of the casing 30 is a journal block 30 in which is fixedly secured by the pin 40 a spindle 41. On this stationary spindle 41 is journaled the main bevel gear 42 from the bottom face of which project'parallclly armnged spiral flanges 42" between which the roller 43 supported by journal pin 44 riveted in the throw bar 45 is positioned. This throw bar 45 has oneof its ends bifurcated as shown'in dotted lines in Fig. 6, and the bifurcation straddles the journal block 30 (see Fig. 8), and has its other end'guided in the cutaway portions of lugs 30" projected up from the bottom wall of the casin and is held down by plates 48 fastened down by long 7 headed cap screws 49, as shown.

This main cam gear 42 is driven by a beveled pinion 52 frictionally fastened to the shaft 53 of the motor 29 by friction washers 54 pressed against the pinion by the compression spring 55 held in place by nuts 56 through the medium of washers 57 and 58 keyed to the shaft 53. To the throw bar -15 is. riveted a bifurcated pedestal 69between the bifurcations of which is pivoted a link 61 bya pin 62 having its other end pivotally connected between the bifurcated crank (33 fastened to the shaft 64 journaled in the casing 30. The shafts or and 5 are operatively but dctachably connected by the universal joints 66, 67 and the shaft 69, the universal joint 67 including a socket member 68 having a square hole therein in which the squareshaft 69 extends. From this construction it appears, referring particularly to F ig. 6, that if the main gear 42 is rotated in a clockwise direction the roller 43 guided between flanges 4-2 is caused to move from right to left to place the skate S into its inactive position, and that the main gear is permitted to rotate substantially a complete revolution. It is thus noted that a flexible operating connection exists between the mechanism casing and the skate placing mechanism which permits ready detachment, and which allows the skate and the skate placing mechanism to be dragged away in case of accident, such as derailment, with out injuring the mechanism casing and the mechanism contained therein.

Referring to Figs. 1 and 7 the top portion of the stationary spindle ii is squared and has fastened thereon a contact supporting plate 70 which carries insulating blocks 71 and 72 on which are mounted stationary pairs of contacts 73, 74:, 75, and 76, which pairs of contacts are adapted to be bridged by contact segi'nents 77 and 78 supported by the movable contact carrier 79 through the medium of insulating blocks 80. From the bottom side of the contact carrier 79 projects a lug 82 which is adapted to be engaged by the lug 4-2" projecting up from the main beveled gear 42. It is thus noted that if the gear rotated in a clockwise direction from the position shown in Fig. 6 through a complete revolution, the contact carrier 79 is moved from a position where it bridges the two pairs ofcontacts 73 and 74 to a position wherein it bridges the pairs of c011- tacts 7 5. and 76 just before the gear has completed a complete revolution to thus constitute a lost motion connection between the gear and contact carrie This lost motion connection between the gear 42 and the contact carrier 79 causes the contact carrier 79 to be operated just before the motor driving the gear l2 has completed its cycle, and in so doing establishes a circuit for operating the motor in the opposite direction. Incidentally, this change in the connections of the motor also establishes a snubbing circuit tacts whereby themotor is braked due to generation of current by its armature due to the inertia of the motor as more particularly pointed out hereinafter.

Referring to Fig. 10, the motor circuit is shown with the skate machine in its abnormal position, that is, in the same position as it is in Figs. 6 and 7, wherein the skate is on the track rail 3, but in the opposite position from that shown in Fig. 1. If the lever L for cont-rolling the skate machine, which is preferably located in a tower at considerable distance from the skate ma chine, is now moved toward the normal position (the position for operating the motor to remove the skate from the track rail) the contacts 85 and 86 will assume the dotted position, under which condition the following circuit is completed for operating the motor;-beginning at the battery 13, wires 87 and. 88, contact in its dotted position, wire 89, contacts 74-77, wires 90 and 91, armature 92 of the motor 29, wire 93, contacts 73-78, wires 9% and 95, field winding 96, wires 97 and 98, back to the battery B. This causes the motor to operate the main cam gear 12 in a clockwise direction, thus moving the throw bar from right to left (from the position shown in Fig. 7) and moving the skate into its normal inactive position (as shown in Figs. 1 and 2). \Vhcn the motor has almost completed its stroke the lug 42 engages the lug 82, thereby moving the contact carrier 79 to the dottedposition (see Fig. 19) and thereby establishes a snubbing circuit in which the armature connections are reversed, so that the voltage generated in the armature causes current to flow in the field winding 96, in the same direction as it flowed when operating as a motor, thus resulting in a series generator short circuitcd through the contact 86. This snubhiug circuit may be traced as follows.-bcginning at the armature. 92, wire 9l,con-

75, wires 104; and 95, 96, wires 97, 103 and 102, contact 86 in the dotted posit-ion, wire 191,, contacts 7676, wires and 98, back to armature 92. With this snubbing circuit completed and the motor operating due to inertia, current is generated in the motor connected to constitute a short circuited series generator, which stops the mechanism .very quickly. It should be noted that the direction of current flow in the armature has been reversed whereas the direction of current flow in the field is the same.

In addition to this snubbingor dynamic braking action of the motor, when it has almost completed its cycle of operation, there is provided a mechanical snub, so to speak, which consists of a multiple plate 'sk friction slip clutch or brake C, the housing 195 of which is mounted on the long headed cap screws 49, and in which housing is pivotally field winding secured ashaft 106'having itsmain portion .squared,.having mounted the movable plates IOTt-hereon andbetween which plates 107 I .arc'contained stationary plates 108, held in that at the end of each cycle of operation the mechanism engages and is stopped by the arm 110. This combined Q-lGCtllCfllfl-lld mechanical snubbing construction causes the mechanism to be braked both electrically and mechanically when it has almost reached the. end of its operating cycle, and it is desired to'be understood that either of these expedients may be made used separately, if desired, or both may be used in the same machine, as illustrated.

If'now-the skate is moved into its active position (by throwing switch L from its -dottedlineposition toits full line position,

to thereby complete a. circuit through the armature 92ia11d'the field 96 of the inotor,

traceable from 'B, 87, so, 101, ,7G77, 100, 9a,

92, 91,- 757S, 10s 95, 96, 97 and back to B, to operate the gear 42 motor. clockwise) as 'shown ln -F gs,.'3' and 7 and a car moving from left to right viewing the apparatus as shownin'Fig. 1 engages the skate, the first wheel ofthe car rides uponthe nose of the skate S possibly tilting or depressing the skate to certain extent, but in so doing the skate cannot rest entirely on the key or tongue 17, because this tongue may be depressed in opposition to the force of compression springs 19." In 'ot-herwords, the

skate is free to be tilted toward the left (see Fig. 3)]without causing excessive friction its holder-as it is slid along the rail. teature is of particular"importance, because it binding should take place between the to exist between. the 'groovein the skate and the tongue or tenonl-T. S nce this tongue is v tapered shown 'in F ig. 4g, sliding of the skate causes the-fitjbetween the tenon and the socket or groove to. become more loose,

so that the skate is readily disengaged from This.

skate and its holder the. apparatus would probably be torn away from the rail. In the event'that the connection between the skate and its holder should be jammed and be broken awaytrom therail, the casing con- .tainlng the operating mechanism would probably not be damaged, by reason of the sli'dable connection existing bet-ween socke member 68 and square shaft 69. I

Since the skate is rather heavy, it has been found 'e xpedient to provide spring means actingin opposition to gravity acting on tlie s'kate S. In the particular construction shown, a hook shaped lug 114-, having'a "squarelsocket, is contained on the square extreme positions.

shaft 69, and a double coil spring 115 has its middle looped portion engaging this hook, which spring 115 has each of its free ends bent in the form of a hook engaging the bottom flange of the rail (see Fig.

The )rovision of this sirin construction reduces the power necessary to move the skate from its inactive to its active position to such an. extent that a much smaller motor is required for operating the same.

rllodificatz'o'21 .Instead of providing a tupered dove-tailed connection between the skate and its holder, another form of the invention contemplates the provision of an clcctro-magnet which may or may not have permanent magnet clniracteristics. Referring to Fig. 11 the skate holder comprises an operating arm 120 which is pinned to the shaft 5 by pins 121. This arm 120 has a U-shaped core 122 secured thereto on which is contained a coil 123. The magnetic characteristic ot' the core 122 may be such as to constitute it a permanent magnet, or this core may be constructed of soft iron either laminated or not laminated. The coil 1223 is connected in series with the field. winding 96 oithe operating motor, so that whenever current flows in this field winding current also flows in the coil 123. It should be noted that the current flowing in the licld winding 7 its inactive or its active position, and with the provision of the coil 123 which. of course, is'energized while the skate machine is being operated and while the skate is being moved, sufiicient magnetism is present to lift the skate from one to the other of its In this modified construction, the dimensions are preferably so chosen that the engagement of a wheel with the skate will tend to lift the flange which is in engagen'ient with the core 122 away from the core; in any event, the only connection existing between the skate and its holder is that due to magnetic attraction, and no binding action can possibly take place between the skate and its holder as the skate is slid away by a passing car. The circuit arrangement for this modified form of the invention as shown in Fig. 11 is the same as the one heretofore described and shown in Fig. except that the field winding has the coil 123 connected in series therewith.

' Modified circuit c0n tr0ZZe r.In the arrangement shown in Figs. 1 to 10, only a very short distance of movement of the gear in which a lost motion mechanism is employed for reversing the circuit controller an appreciable time period betore the gear 1-2 has completed its cycle of operation In stead of the lug 42 projecting up from the gear 42, the modified constructlon employs a lug 42 having an arcuate hole therein in which is contained the plunger 130. This plunger 130 is provided with two notches into which the ball 131 depressed by a spring 132is adapted to engage, this spring 132 being retained in position by a pm 133. Also, this modified construction includes lugs 79 projecting from the contact carrier 79, which lugs are adapted to engage a stop pm 185. secured in the stationary plate of the sta tionary contact carrier 70. In operating the skate machine, when this modified form of circuit controller shown in Fig. 13 is employed, the rotation of the gear 4-2, which is always in the opposite direction from which itwas rotated, previously causes the arcuate plunger 130to have its furthest proj ecting end strike the lug 82 depending from the contact carrier 7 9, and thereby causes the contact carrier 79 to be operated earlier in the cycle of operation, thus establishing a snubbing circuit proportionately earlier in the operating cycle. After the contact carrier 79 has been operatedto its opposite position whereupon it is limited by the stops 79135 further movement of the gear 42 causes the arcuate plunger to be shifted in the lug 42 to such an extent that the ball 131 engages the other notch in this plunger 130. In other words, the construction shown in Fig. 13 causes the circuit controller to be operated and in addition allows a certain amount of movementof the gear 4.2 after this circuit controller has been operated without further operating this circuit controller, so that more time is allowed for the motor to be electrically braked.

Having thus shown several forms of the present invention, and having illustrated and described them rather specifically, it is desired to be understood that this has been done for the purpose of clearly disclosing the invention rather than illustrating the ex rail, all without departing from the scope of the invention or the idea of means underlying the same.

What I claim as newis I a i 1. in an emergency train stop device, in combination, a motor driven cam, athrow bar adapted to be reciprocated by, said cam, automatically operatedmeans associated with said motor for causing the electrical power to be cut oil from saidmotor when it has almost completed its operating stroke, and

a train stop block operatively connected to said throw bar in a manner to cause it to be placed in an active position on the rail of a railway track when the throw bar is operated in one direction. a

2. In an emergency train stop device, in combination, a. motor driven cam, 21 throw bar adaptedto be rcciprocated by'said cam, automatically operated means associated with said motor for causing the electricai. power to be cut off from said motor when it has almost completed its operating stroke, a

train stop block operatively connected to said throw bar in a manner to cause it to be placed in an active position on the rail of a railway track when the throw bar is operated in one direction, and means for ire-tart ing the motor when has almost completed its operating stroke.

3. In an emergency train stop device, in combination, a motor driven cam, a throw bur adapted to be reeiprocated by said cam, automatically operated means asr-ioeiated with said motor for causing the electrical power to be cut oil from said motor and for establishing a snubbing circuit for stopping said motor when it has alumst completed its operating stroke, and a train stop block o] )e1. 'ativelyconnected to said throw bar in a manner to cause it to be placed. in an active position on the rail of a railway track when the throw bar is operated in one direction.

L! In ail-emergency train stop device, in combination, a motor driven cam, a throw bar adapted to be reciprocated by said cam, a'utomatieally oper means issociated with said motor for causing the electrical eGt power to be cut oil from said motor when it has almost completed its operating stroke,

and a train stop block operatively connected to said throw bar in a man" to eauseit to be placed in an active position on the rail of a railway track when :the throw bar is operated in one direction, means for retarding the motor when has almost completed its operating stroke and friction l raking means effective only through a part of the cycle of operationof said cam for stopping the motor when it has completed its operating stroke. I I a 5. In an emergency, railway. skate placing mechanism, the cendiination with a casing,

of a main gear in said casing, a motor outside, and bolted to'an open end, of said casing, and having apinion on its shaft arranged to enter said casing and operatively engage said main-gear .when the motor is bolted in position, a throw bar in said casing operativelyyconnected to said main gear, a support de'ta'chably and securely fastened to aiail'of'a railway track, and means pivotallysupported insa'id support adapted to carry a skate and operatively connected'to said throw bar. I r

- 6. In .an emergency 'train stop placing mechanism, the combination with a casing, ofa main gearin saidcasing, a motor bolted to-an open end of said casing having a pinion on its shaft arranged to operatively vengagesald mam gear-when the motor bolted inposition, a throw bar in said cas- 1 ing operatively connected to said main gear,

V railway, track, means pivot-ally supported in a support' securely fastened to the rail of a said support adaptcd to carry a train stop engage said m'ai'n'gear when the motoris bolted in position, a throw bar in said casing operatively connected to said main gear, a

block and operatively connected to said throw bar, and means for establishing a regenerativebraking circuit for said motor when said mechanism has almost completed its operating cycle." 7

7. In an' -emergency[train stopplacing meehanism,"thecombination, with a casing,

' of a main 'gear in said casing, a motor bolted .to anopen end' ofsaid casing having a pinion on its shaft arranged to operatively J support securely fastened to the rail otlf a l'ailway,track,'means pivot-ally supported in said support adapted to carry a train stop block and operatively connected to said throw bar, and means for establishing regenerative braking and mechanicalbraking when themechani-sm-has almost completed mechanism, the combination with-acasing,

position, a throw bar insaid casing operatively: connected to said main gear, a support securely fastened to the rail of a rail-' 7 way track, means pivotally supported in said support adapted tocarry a train stop block and operatively conneeted to saidthrow bar, and meansfor establishing a regenerative braking circuit for said motor when said mechanism has almost {completed its operatlngcycle, lncluding a circuit controller:operatedby yieldab'le means pro]ect-' i ing from said main'gear.

9.1a an emergency train stop "placing mechanlsm, the combination with'a casing,

' ofacmain gear in said-casing, a motor boltfled to anlopen end-,of said casing having detachable V a pinion on its shaftarranged to operatively engage said gear when the motor is bolted in position, a throw bar in said casing operativelyconnccted to said main gear, a sup port securely fastened to the rail of a railway track, means pivotally supported in said support adapted to carry a train stop block and operatively connected. to said throw bar, and means for establishing a regenerative braking circuit for said motor when said mechanism has almost completed its operating cycle, including a circuit controller operated by lost motion mechanism associated with said main gear.

10. In an emergency train stop device, the combination with a railway rail, of a sup port fixedly secured to said rail, a skate placing mechanism pivotally connected to said support having one element of a slidably detachable connecting means associated therewith in annmner to support said element yieldably with respect to said support, and a-slnite-adapted to fit on the rail and skid the first wheels and axle of a passing car having the other element of said detachable connecting means associated therewith. 1].. In an emergency train stop device, the combination with a railway ail, of a support fixedly secured to said rail, a skate placing mechanism pivotally connected to said support having one element oi a slidahle connecting means therewith, a-skate adapted to fit on the rail and skid the first wheels and axle of a passing'car and shaped to form the counter part portion of said one element of said detachable-connecting means, and spring means for aiding said operating means in o 'ierating said skate placing mechanism through a certain part of its operating cycle.

12. In an emergency train stop device, the combination with a railway rail, of a support fixedly secured'to said rail, a skate placing mechanism pivotally' connected to said support and having one element of a slidably longitudinally tapered detachable connecting'means associated therewith, a skate adapted to fit on therail and skid the first wheels and axle of a passing car and having the other element of said detachable connecting means associated therewith whereby said skate can be slid relatively to said mechanism in, one direction only, and electrically operated means for operating saidskate placing mechanism to move said skate from one .to the other of its active and inactive positions.

v 13; In an emergency train stop device, the combination with a railway rail, of a support fixedly secured to saidrail, a skate placing mechanism pivotally connected to said "support having one element of a slidable detachable connecting means associated therewith, a skateadaptedto fit on the rail i and skid the first wheels andaxle of a passassoci alcd ing car and having the other element of said detachable. connecting means associated therewith, electrically operated means for operating said skate placing mechanisinto move said skate from one to the other of its active and inactive positions, and a friction brake rendered active when the mechanism has almost completed its operat- :ing cycle.

14.111 an emergency train stop device, the combination with a railway rail, of a sup port fixedly secured to said rail, a skate placing mechanism pivotally connected to said support having one element of a slid-able detachable connecting means associated therewith, a skate adapted to fit on the rail and skid the first wheels and axle oi a passing car and having the other element of said detachable connecting means associated therewith, and any electric motor for oper ating said skate placing mechanism to move said skate trom one to the other of its active and inactive positions, and means .ior completing a regenerative braking circuit tor said motor when said. mechanism has al- .most completed its operating cycle.

15. In an emergency train stop device, the combination with a railway rail, Oil a support fixedly secured to said rail, a skate placing mechanism pivotally connected to said support having one element of a slidable detachable connecting means associated therewith, a skate adapted to fit 011 the rail and skid the first wheel. and axle of a passin car and having a portion shaped to constitute the other element of said detachable connecting means, an electric motor for operating said skate placing mechanism to move said skate from one to the other of its active and inactive positions, and combined dynamic and friction. braking means rendered active when the mechanism has almost completed its operating cycle.

16. In an emergency train stop device, in combination, a motor driven member, automatically operated means associated with the motor for causing the electrical power to be cut cit from the motor-when it has almost completed its operating stroke and a train stop block operatively connected to said member in a manner to cause it to be placed in an active position on the rail of a railway track when the member is operated in one direction, and lost motion means to establish braking of the motor when it has almost completed its operative cycle.

17. In an emergency train stop device, in

combination, a motor driven member, automatically operated means associated with the motor for causing the electrical power to be cut oil from the motor when it has almost completed its operating stroke and a train stop block operatively connected to said member in a manner to cause it to be placed in an active position on the rail of a railway track when the member is operated in one direction, and lost motion means to establish regenerative braking of the motor when it has almost completed its operative cycle.

18. In an emergency train stop device, the combination with a railway rail, of a support fixedly secured to said rail, a skate placing mechanism pivotally connected to said supportand having one element of a.

slidably detachable connecting means associated therewith, means resiliently mounting said one element on said mechanism, and a adapted to fit on the rail and skid the first wheels and axle of a passing car having the other element of said detachable connecting means associated. therewith.

19. In an emergency train stop device, the

combination with a railway rail, of a support fixedly secured to said rail, a skate placing mechanism pivotally connected to said support having one element of a slidably clTtlCl'ltlblQ connecting means carried on spring pressed plungers carried by said skate placing mechanism, and a skate adapted to fit on the rail and skid the first wheels and axle of a passing car having the other ele ment of said detachable connecting means associated therewith.

20. In an emergency train stop device, a support adapted to be fixed relative to a track rail, a skate placing mechanism pivoted to the support and having one element of a slidably detachable connection, and a track skate having the other element of the detachable connection and carried by said mechanism, the detachable connection in cluding an undercut, longitudinally tapered grooved portion and a matching, dovetailed, longitudinally tapered, rib.

In testimony whereof I affix my signature.

HERBERT B. TAYLOR. 

